U.S. patent number 10,766,493 [Application Number 15/773,266] was granted by the patent office on 2020-09-08 for method and automatic control systems for determining a gap in traffic between two vehicles for a lane change of a vehicle.
This patent grant is currently assigned to VOLKSWAGEN AKTIENGESELLSCHAFT. The grantee listed for this patent is VOLKSWAGEN AKTIENGESELLSCHAFT. Invention is credited to Teodor Buburuzan, Monique Engel, Stefan Glaser, Hendrik-Jorn Gunther, Sandra Kleinau, Bernd Lehmann, Bernd Rech.
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United States Patent |
10,766,493 |
Buburuzan , et al. |
September 8, 2020 |
Method and automatic control systems for determining a gap in
traffic between two vehicles for a lane change of a vehicle
Abstract
Methods and vehicle-to-vehicle communication systems for
determining a gap in traffic between two transportation vehicles
for a lane change of a transportation vehicle. The method includes
identifying the gap in traffic based on a first detection operation
and based on a second detection operation. The first detection
operation is based on at least one vehicle-to-vehicle status
message of at least one other transportation vehicle. The second
detection operation is based on an on-board sensor system of the
transportation vehicle.
Inventors: |
Buburuzan; Teodor
(Braunschweig, DE), Engel; Monique (Braunschweig,
DE), Rech; Bernd (Bokensdorf, DE), Glaser;
Stefan (Braunschweig, DE), Lehmann; Bernd
(Wolfsburg, DE), Kleinau; Sandra (Rotgesbuttel,
DE), Gunther; Hendrik-Jorn (Hannover, DE) |
Applicant: |
Name |
City |
State |
Country |
Type |
VOLKSWAGEN AKTIENGESELLSCHAFT |
Wolfsburg |
N/A |
DE |
|
|
Assignee: |
VOLKSWAGEN AKTIENGESELLSCHAFT
(DE)
|
Family
ID: |
1000005040679 |
Appl.
No.: |
15/773,266 |
Filed: |
October 18, 2016 |
PCT
Filed: |
October 18, 2016 |
PCT No.: |
PCT/EP2016/074958 |
371(c)(1),(2),(4) Date: |
May 03, 2018 |
PCT
Pub. No.: |
WO2017/076636 |
PCT
Pub. Date: |
May 11, 2017 |
Prior Publication Data
|
|
|
|
Document
Identifier |
Publication Date |
|
US 20180319403 A1 |
Nov 8, 2018 |
|
Foreign Application Priority Data
|
|
|
|
|
Nov 4, 2015 [DE] |
|
|
10 2015 014 142 |
Mar 29, 2016 [DE] |
|
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10 2016 205 140 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G08G
1/162 (20130101); G08G 1/163 (20130101); G08G
1/167 (20130101); G06K 9/00791 (20130101); B62D
15/0255 (20130101); B60W 30/18163 (20130101); B60W
50/14 (20130101); G05D 1/0088 (20130101); G08G
1/161 (20130101); B60W 2050/146 (20130101); B60W
2554/801 (20200201); B60W 2554/00 (20200201); B60W
2556/65 (20200201); G05D 2201/0213 (20130101) |
Current International
Class: |
B60W
30/18 (20120101); G06K 9/00 (20060101); G05D
1/00 (20060101); B60W 50/14 (20200101); B62D
15/02 (20060101); G08G 1/16 (20060101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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|
104252796 |
|
Dec 2014 |
|
CN |
|
104464317 |
|
Mar 2015 |
|
CN |
|
104504902 |
|
Apr 2015 |
|
CN |
|
102009027535 |
|
Jan 2011 |
|
DE |
|
102012218935 |
|
Apr 2013 |
|
DE |
|
102012023107 |
|
Jun 2014 |
|
DE |
|
H07334790 |
|
Dec 1995 |
|
JP |
|
2007153031 |
|
Jun 2007 |
|
JP |
|
2009230377 |
|
Oct 2009 |
|
JP |
|
2012160590 |
|
Jul 2014 |
|
WO |
|
Other References
Search Report for International Patent Application No.
PCT/EP2016/074958; dated Apr. 10, 2017. cited by applicant .
Office Action for Korean Patent Application No. 10-2018-7013188;
dated Nov. 24, 2019. cited by applicant .
Office Action for Chinese Patent Application No. 201680064524.4;
dated Jun. 22, 2020. cited by applicant.
|
Primary Examiner: Dunn; Alex C
Attorney, Agent or Firm: Barnes & Thornburg LLP
Claims
The invention claimed is:
1. A method for determining a gap in traffic between at least one
transportation vehicle and a further transportation vehicle that is
suitable for a lane change of the transportation vehicle, the
method being performed under control of a control module
implemented using at least one computer processor in the
transportation vehicle, the method comprising: performing a gap
identification process to identify the gap in traffic, wherein the
gap identification process is based on a first detection process, a
second detection process, and a third detection process, wherein
the first detection process is based on at least one
vehicle-to-vehicle status message received by the transportation
vehicle from at least one further transportation vehicle, wherein
vehicle-to-vehicle status message includes information relating to
a position and/or a trajectory of the at least one further
transportation vehicle, wherein the second detection process is
based on data generated by an on-board sensor system of the
transportation vehicle, wherein the third detection process is
based on vehicle-to-vehicle messages containing environmental
information from the at least one further transportation vehicle,
wherein the environmental information is based on sensor recordings
of an environment of the at least one further transportation
vehicle generated by at least one on-board sensor of the at least
one further transportation vehicle, wherein the gap identification
process wherein the vehicle-to-vehicle messages including
environmental information include information that indicates road
areas which are occupied by transportation vehicles and free road
areas, wherein the gap identification process uses the
environmental information to construct a virtual field of view or
virtual sensor coverage from a combination of sensor data from the
on-board sensor system of the transportation vehicle in the second
detection process and the sensor data from the at least one further
transportation vehicle in the third detection process, whereby, the
gap identification process is performed for positions which are
accessible by viewpoints of sensors of the on-board sensor system
of the transportation vehicle and for viewpoints concealed from
sensor view points of the on-board sensor system of the
transportation vehicle; and in response to ascertaining that the
gap identification process does not identify a gap in traffic,
transmitting a driving intention message from the at least one
transportation vehicle to at least one further transportation
vehicle, wherein the driving intention message includes an item of
information relating to a future lane change request of the
transportation vehicle.
2. The method of claim 1, wherein the at least one
vehicle-to-vehicle status message comprises information relating to
the position and/or the trajectory of the at least one further
transportation vehicle.
3. A method for controlling the transportation vehicle including
the method for determining the gap in traffic of claim 1, wherein
the method longitudinally controls the transportation parallel to
the identified gap in traffic and/or laterally control s the
transportation vehicle by a lane change parallel to the identified
gap in traffic.
4. The method of claim 3, wherein the longitudinal control
corresponds to controlling a speed or a position of the
transportation vehicle in the direction of travel, and/or wherein
the longitudinal control comprises providing a speed/time profile
for an adaptive cruise control system, or wherein the longitudinal
control comprises displaying a longitudinal control aid for a
driver of the transportation vehicle, or wherein the transportation
vehicle corresponds to an automatically moving transportation
vehicle, and wherein the longitudinal control corresponds to
longitudinally controlling the automatically moving transportation
vehicle based on the identified gap in traffic.
5. The method of claim 3, wherein the lateral control corresponds
to controlling a position of the transportation vehicle
transversely with respect to the direction of travel, and/or
wherein the lateral control is carried out when the longitudinal
control has positioned the transportation vehicle parallel to the
identified gap in traffic, and/or wherein the lateral control
comprises a driver-initiated automated lane change, or wherein the
lateral control comprises displaying a lateral control aid for a
driver of the transportation vehicle, or wherein the transportation
vehicle corresponds to an automatically moving transportation
vehicle, and wherein the lateral control corresponds to laterally
controlling the automatically moving transportation vehicle.
6. The method of claim 1, further comprising determining a driving
intention of a driver of the transportation vehicle with respect to
the lane change.
7. The method of claim 6, further comprising transmitting the
driving intention message based on the detection of the driving
intention.
8. A method for a transportation vehicle, the method being
performed under control of a control module implemented using at
least one computer processor in the transportation vehicle, the
method comprising: receiving a driving intention message containing
a lane change request for a future lane change from a requesting
transportation vehicle, wherein the driving intention message
comprises an item of information relating to a future lane change
request of the transportation vehicle; ascertaining an item of
information relating to cooperation in a cooperative driving
maneuver with the requesting transportation vehicle based on a
merging request required for the lane change request, wherein the
ascertained item of information relating to the cooperation
indicates whether the transportation vehicle is possible as a
cooperation partner and whether a cooperative behavior is possible
taking into account a traffic situation based on the received
driving intention message; determining information relating to a
driving maneuver by ascertaining information relating to at least
one distance to a leading transportation vehicle and/or a trailing
transportation vehicle to calculate whether the merging request is
able to be complied with in a possible cooperation area, wherein
the at least one distance pertains to a gap in traffic required to
perform the merging request, wherein the information relating to
the cooperative driving maneuver is determined based on information
included in the received driving intention message and based on
information generated by an on-board sensor system of the
transportation vehicle, which both relate to at least one distance,
a speed of the transportation vehicle and a distance to the
possible cooperation area; ascertaining the cooperative driving
maneuver to be performed based on the information relating to the
cooperative driving maneuver; calculating whether the ascertained
cooperative driving maneuver is possible taking into account the
traffic situation; interchanging vehicle-to-vehicle coordination
messages for coordinating the cooperative driving maneuver with the
at least one further transportation vehicle; and providing driving
assistance to perform the cooperative driving maneuver.
9. The method of claim 8, wherein the process of providing the
driving assistance corresponds to automated or semi-automated
performance of the driving maneuver, or wherein the process of
providing the driving assistance corresponds to a process of
providing advice for carrying out the driving maneuver for a driver
of the transportation vehicle via a human-machine interface.
10. The method of claim 8, wherein the providing process also
comprises providing a message relating to an acceptance of the lane
change request for the requesting transportation vehicle and the at
least one further transportation vehicle, and/or wherein, the
ascertaining process, the determining process and/or the providing
process is/are aborted in response to a message relating to an
acceptance of the lane change request being received from the at
least one further transportation vehicle.
11. A control system for a transportation vehicle, the control
system comprising a control module implemented using at least one
computer processor in the transportation vehicle being configured
to: identify a gap in traffic between two transportation vehicles
based on a first detection process, a second detection process, and
a third detection process, wherein the first detection process is
based on at least one vehicle-to-vehicle status message from at
least one further transportation vehicle wherein vehicle-to-vehicle
status message includes information relating to a position and/or a
trajectory of the at least one further transportation vehicle,
wherein the second detection process is based on data generated by
an on-board sensor system of the transportation vehicle, wherein
the third detection process is based on vehicle-to-vehicle messages
containing environmental information from the at least one further
transportation vehicle, wherein the environmental information is
based on sensor recordings of an environment of the at least one
further transportation vehicle generated by at least one on-board
sensor of the at least one further transportation vehicle, wherein
the gap identification process wherein the vehicle-to-vehicle
messages including environmental information include information
that indicates road areas which are occupied by transportation
vehicles and free road areas, wherein the gap identification
process uses the environmental information to construct a virtual
field of view or virtual sensor coverage from a combination of
sensor data from the on-board sensor system of the transportation
vehicle in the second detection process and the sensor data from
the at least one further transportation vehicle in the third
detection process, whereby, the gap identification process is
performed for positions which are accessible by viewpoints of
sensors of the on-board sensor system of the transportation vehicle
and for viewpoints concealed from sensor view points of the
on-board sensor system of the transportation vehicle; in response
to ascertaining that the gap identification process does not
identify a gap in traffic, transmit a driving intention message
from the at least one transportation vehicle to at least one
further transportation vehicle, wherein the driving intention
message includes an item of information relating to a future lane
change request of the transportation vehicle; longitudinally
control the transportation vehicle parallel to the identified gap
in traffic; and laterally control the transportation vehicle by a
lane change parallel to the identified gap in traffic.
12. A control system for a transportation vehicle, the control
system comprising a control module implemented using at least one
computer processor in the transportation vehicle being configured
to: receive a driving intention message containing a lane change
request for a future lane change from a requesting transportation
vehicle, wherein the driving intention message comprises an item of
information relating to a future lane change request of the
transportation vehicle; ascertain an item of information relating
to cooperation in a cooperative driving maneuver with the
requesting transportation vehicle based on a merging request
required for the lane change request, wherein the ascertained item
of information relating to the cooperation indicates whether the
transportation vehicle is possible as a cooperation partner and
whether a cooperative behavior is possible taking into account a
traffic situation based on the received driving intention message;
determining information relating to a driving maneuver by
ascertaining information relating to at least one distance to a
leading transportation vehicle and/or a trailing transportation
vehicle to calculate whether the merging request is able to be
complied with in a possible cooperation area, wherein the at least
one distance pertains to a gap in traffic required to perform the
merging request, wherein the information relating to the
cooperative driving maneuver is determined based on information
included in the received driving intention message and based on
information generated by an on-board sensor system of the
transportation vehicle, which both relate to at least one distance,
a speed of the transportation vehicle and a distance to the
possible cooperation area; ascertaining the cooperative driving
maneuver to be performed based on the information relating to the
cooperative driving maneuver; calculating whether the ascertained
cooperative driving maneuver is possible taking into account the
traffic situation; interchanging vehicle-to-vehicle coordination
messages for coordinating the cooperative driving maneuver with the
at least one further transportation vehicle; and providing driving
assistance to perform the cooperative driving maneuver.
Description
PRIORITY CLAIM
This patent application is a U.S. National Phase of International
Patent Application No. PCT/EP2016/074958, filed 18 Oct. 2016, which
claims priority to German Patent Application Nos. 10 2015 014
142.2, filed 4 Nov. 2015, and 10 2016 205 140.7, filed 29 Mar.
2016, the disclosures of which are incorporated herein by reference
in their entireties.
SUMMARY
Illustrative embodiments relate to methods and control systems for
determining a gap in traffic between two transportation vehicles
for a lane change of a transportation vehicle, more precisely, but
not exclusively, based on using vehicle-to-vehicle messages and
sensor data for the purpose of determining the gap in traffic.
BRIEF DESCRIPTION OF THE DRAWINGS
Disclosed embodiments are described in more detail below with
reference to the drawings, but to which there is generally no
restriction overall. In the drawings:
FIG. 1 illustrates a flowchart of an exemplary embodiment of a
method for determining a gap in traffic between two transportation
vehicles for a lane change of a transportation vehicle;
FIG. 1a shows a block diagram of an exemplary embodiment of a
control system for determining a gap in traffic between two
transportation vehicles for a lane change of a transportation
vehicle;
FIG. 1b illustrates a flowchart of a further exemplary embodiment
of the method;
FIG. 2 shows different levels of V2X abilities of a transportation
vehicle;
FIGS. 3a-e show various phases of an exemplary embodiment;
FIG. 4 shows a flowchart of an exemplary implementation of the
method;
FIG. 5 illustrates a flowchart of an exemplary embodiment of a
method for a transportation vehicle; and
FIG. 5a illustrates a block diagram of an exemplary embodiment of a
control system for a transportation vehicle.
DETAILED DESCRIPTION
Vehicle-to-vehicle communication (also called Car2Car, C2C, or
Vehicle2Vehicle, V2V) and vehicle-to-infrastructure communication
(also called Car2Infrastructure, C2I, or Vehicle2Roadside, V2R) are
a focal point of automotive research in the 21st century.
Communication between transportation vehicles or between
transportation vehicles and the traffic infrastructure enables a
multiplicity of new possibilities, for example, coordination of
transportation vehicles or communication of transportation vehicles
with the traffic infrastructure, for example, to provide the
transportation vehicles with traffic jam warnings. In this case,
transportation vehicles which are designed for C2C or C2I (also
combined under vehicle-to-X communication, Car2X, C2X, or
Vehicle2X, V2X) have a transmitting and receiving unit to be able
to communicate with other transportation vehicles, for example, via
direct radio connections or mobile radio networks. In this case,
communication between transportation vehicles or between
transportation vehicles and the traffic infrastructure may be
limited within a radius of a few hundred meters, for example.
Coordination of transportation vehicles, for example, for
cooperatively carrying out driving maneuvers or for the
coordination of automated transportation vehicles, is often
dependent on an availability of messages from the cooperating
transportation vehicles and on a quality of the data. If
transportation vehicles are not equipped with vehicle-to-vehicle
communication systems, they are often not included in cooperative
driving situations.
The patent application DE 10 2012 023 107 A1 shows a method for
operating a driving assistance system of a motorized transportation
vehicle. In this case, a gap which is suitable for merging into a
lane is identified by a motorized transportation vehicle and a
speed which makes it possible to merge into the gap is calculated.
This speed is displayed to the driver of the motorized
transportation vehicle or alternatively the transportation vehicle
is directly operated at this speed.
There is the need for an improved concept for supporting
cooperative driving functions. The methods and control systems
according to the independent claims take this need into
account.
Exemplary embodiments provide a method for automatically
determining a gap in traffic for the lane change of a
transportation vehicle. The transportation vehicle or a
vehicle-to-vehicle communication system of the transportation
vehicle may be designed to use both vehicle-to-vehicle messages and
local sensors for the purpose of determining gaps in traffic. By
combining the data, the transportation vehicle can capture both
transportation vehicles which are equipped with a
vehicle-to-vehicle communication system and transportation vehicles
without a vehicle-to-vehicle communication system or obstacles and,
on the basis thereof, can carry out or support a lane change in an
automated manner. If there is no gap, the method can provide
transportation vehicles in a surrounding area with driving
intention messages in some exemplary embodiments so that the
transportation vehicles create a gap.
Exemplary embodiments provide a method for determining a gap in
traffic between two transportation vehicles for a lane change of a
transportation vehicle. In some exemplary embodiments, the method
can be carried out in an automated manner. The method comprises
identifying the gap in traffic based on a first detection process
and based on a second detection process. The first detection
process is based on at least one vehicle-to-vehicle status message
from at least one further transportation vehicle. The second
detection process is based on an on-board sensor system of the
transportation vehicle. The use of the vehicle-to-vehicle status
message and the on-board sensor system makes it possible to
determine the gap in traffic in a heterogeneous traffic situation
from transportation vehicles designed for vehicle-to-vehicle
communication and from transportation vehicles without a
vehicle-to-vehicle interface and to detect interfering bodies.
In some exemplary embodiments, the at least one vehicle-to-vehicle
status message can comprise information relating to a position
and/or a trajectory of the at least one further transportation
vehicle. The first detection process can be based on the
information relating to the position and/or the trajectory of the
at least one further transportation vehicle. The use of the
position or trajectory makes it possible to calculate a position
map of transportation vehicles in an area surrounding the
transportation vehicle.
In some exemplary embodiments, the identification process can also
be based on a third detection process. The third detection process
can be based on vehicle-to-vehicle messages containing
environmental information from the at least one further
transportation vehicle. The environmental information can be based
on sensor recordings of an environment of the at least one further
transportation vehicle by at least one on-board sensor of the at
least one further transportation vehicle. Use of the environmental
information from the at least one further transportation vehicle
makes it possible to increase a virtual coverage range of the
sensor perception which can be used for the purpose of detecting
the gap in traffic.
In at least some exemplary embodiments, the method can also
comprise longitudinally controlling the transportation vehicle
parallel to the identified gap in traffic. Alternatively or
additionally, the method can also comprise laterally controlling
the transportation vehicle by a lane change parallel to the
identified gap in traffic. The longitudinal control makes it
possible to position the transportation vehicle parallel to the
identified gap in traffic and can relieve the load on a driver of
the transportation vehicle, for example, and can increase traffic
safety. The lateral control enables the lane change and can
likewise relieve the load on the driver of the transportation
vehicle and can increase traffic safety.
In some exemplary embodiments, the longitudinal control can
correspond to controlling a speed or a position of the
transportation vehicle in the direction of travel. The longitudinal
control can comprise, for example, providing a speed/time profile
for an adaptive cruise control system. Alternatively or
additionally, the longitudinal control can comprise displaying a
longitudinal control aid for a driver of the transportation
vehicle. Alternatively or additionally, if the transportation
vehicle corresponds to an automatically moving transportation
vehicle, the longitudinal control can correspond to longitudinally
controlling the automatically moving transportation vehicle on the
basis of the identified gap in traffic. The longitudinal control
makes it possible to position the transportation vehicle parallel
and adjacent to the identified gap in traffic, for example, in a
lane which runs parallel to the lane of the gap in traffic. The use
of an adaptive cruise control system makes it possible to relieve
the load on a driver and can make it possible to assume a position
which can be used to move into a lane or merge. The practice of
displaying the longitudinal control aid can make it possible for a
driver of a transportation vehicle which is not equipped with an
adaptive cruise control system to use the assistance of the method.
The longitudinal control of the automatically moving transportation
vehicle can also relieve the load on the driver and can enable
automatic moving in merging situations.
In some exemplary embodiments, the lateral control can correspond
to controlling a position of the transportation vehicle
transversely with respect to the direction of travel. For example,
the lateral control can be carried out when the longitudinal
control has positioned the transportation vehicle parallel to the
identified gap in traffic. The lateral control can comprise, for
example, a driver-initiated automated lane change. Alternatively or
additionally, the lateral control can comprise displaying a lateral
control aid for a driver of the transportation vehicle.
Alternatively or additionally, if the transportation vehicle
corresponds to an automatically moving transportation vehicle, the
lateral control can correspond to laterally controlling the
automatically moving transportation vehicle. The lateral control
enables a lane change and makes it possible for the transportation
vehicle to merge or move into the identified gap in traffic. The
use of the driver-initiated automatic lane change makes it possible
to relieve the load on a driver and may enable a semi-automated
lane change operation. The practice of displaying the lateral
control aid can make it possible for a driver of a transportation
vehicle which is not equipped with an adaptive cruise control
system to use the assistance of the method. The lateral control of
the automatically moving transportation vehicle can also relieve
the load on the driver and can enable automatic moving in lane
change situations.
In some exemplary embodiments, the method can also comprise
determining a driving intention of a driver of the transportation
vehicle with respect to the lane change, for instance, merging,
and/or ascertaining that the identification process does not
identify a gap in traffic. The method can also comprise
transmitting a driving intention message based on the detection of
the intention and/or the detection that the identification process
does not identify a gap in traffic. The driving intention message
can comprise an item of information relating to a future lane
change request of the transportation vehicle. The practice of
providing the driving intention message may enable cooperation of
transportation vehicles to enable or simplify a lane change
operation.
Exemplary embodiments also provide a method for a transportation
vehicle. The method comprises receiving a driving intention message
containing a lane change request from a requesting transportation
vehicle. The method also comprises ascertaining an item of
information relating to cooperation in a cooperative driving
maneuver with the requesting transportation vehicle. The
information relating to the cooperation indicates whether the
transportation vehicle is possible as a cooperation partner and
whether a cooperative behavior is possible taking into account the
traffic situation based on the driving intention message. The
method also comprises determining information relating to a driving
maneuver. The process of determining the information relating to
the driving maneuver comprises ascertaining information relating to
at least one distance to a leading transportation vehicle and/or a
trailing transportation vehicle to make it possible to calculate
whether the lane change request can be complied with in a possible
cooperation area. The process of determining the information
relating to the driving maneuver also comprises ascertaining
performance of the driving maneuver based on the information
relating to the driving maneuver, the information relating to the
at least one distance, a speed of the transportation vehicle and a
distance to the possible cooperation area. The process of
determining the information relating to the driving maneuver also
comprises calculating whether the driving maneuver is possible
taking into account the traffic situation. The method also
comprises providing driving assistance to perform the driving
maneuver. The method enables cooperative driving maneuvers if the
further transportation vehicle wishes to merge or move into a lane,
for example, in the case of an on-ramp onto a road or in the case
of an overtaking operation.
In some exemplary embodiments, the process of providing the driving
assistance can correspond to automated or semi-automated
performance of the driving maneuver. Alternatively or additionally,
the process of providing the driving assistance can correspond to a
process of providing advice for carrying out the driving maneuver
for a driver of the transportation vehicle via a human-machine
interface. The automated performance of the driving maneuver may
relieve the load on the driver and may enable calculable
performance of the driving maneuver. The practice of providing the
driving assistance makes it possible to use the method in
transportation vehicles which do not move in an automated
manner.
In at least some exemplary embodiments, the method can also
comprise interchanging vehicle-to-vehicle coordination messages for
coordinating the cooperative driving maneuver with at least one
further transportation vehicle. The process of providing the
driving assistance may also comprise providing a message relating
to an acceptance of the lane change request for the requesting
transportation vehicle and the at least one further transportation
vehicle. Alternatively or additionally, if a message relating to an
acceptance of the lane change request is received from the at least
one further transportation vehicle, the ascertaining process, the
determining process and/or the providing process can be aborted.
The use of coordination messages may prevent a multiplicity of
transportation vehicles from (futilely) attempting to create the
gap in traffic by a driving maneuver.
Exemplary embodiments also provide a control system for a
transportation vehicle, designed to identify the gap in traffic
between two transportation vehicles based on a first detection
process and based on a second detection process. The first
detection process is based on at least one vehicle-to-vehicle
status message from at least one further transportation vehicle.
The second detection process is based on an on-board sensor system
of the transportation vehicle. The vehicle-to-vehicle communication
system is also designed to longitudinally control the
transportation vehicle parallel to the identified gap. The
vehicle-to-vehicle communication system is also designed to
laterally control the transportation vehicle by a lane change
parallel to the identified gap.
Exemplary embodiments also provide a broad control system for a
transportation vehicle, designed to receive a driving intention
message containing a lane change request from a requesting
transportation vehicle. The vehicle-to-vehicle communication system
is also designed to ascertain an item of information relating to
cooperation in a cooperative driving maneuver with the requesting
transportation vehicle. The information relating to the cooperation
indicates whether the transportation vehicle is possible as a
cooperation partner and whether a cooperative behavior is possible
taking into account the traffic situation based on the driving
intention message. The vehicle-to-vehicle communication system is
also designed to determine information relating to a driving
maneuver. The process of determining the information relating to
the driving maneuver comprises ascertaining information relating to
at least one distance to a leading transportation vehicle and/or a
trailing transportation vehicle to make it possible to calculate
whether the lane change request can be complied with in a possible
cooperation area. The process of determining the information
relating to the driving maneuver also comprises ascertaining
performance of the driving maneuver based on the information
relating to the driving maneuver, the information relating to the
at least one distance, a speed of the transportation vehicle and a
distance to the possible cooperation area. The process of
determining the information relating to the driving maneuver also
comprises calculating whether the driving maneuver is possible
taking into account the traffic situation. The vehicle-to-vehicle
communication system is also designed to provide driving assistance
to perform the driving maneuver.
Exemplary embodiments also provide a transportation vehicle
comprising at least one of the control systems. Exemplary
embodiments also provide a program having a program code for
carrying out at least one of the methods when the program code is
executed on a computer, a processor, a control module or a
programmable hardware component.
Various exemplary embodiments are now described in more detail with
reference to the accompanying drawings which illustrate some
exemplary embodiments. In the figures, the thickness dimensions of
lines, layers and/or areas may be represented in an exaggerated
manner for the sake of clarity.
In the following description of the accompanying figures which show
only some exemplary embodiments, identical reference symbols can
denote identical or comparable components. Furthermore, collective
reference symbols can be used for components and objects that occur
repeatedly in an exemplary embodiment or in a drawing but are
described together with regard to one or more features. Components
or objects that are described by identical or collective reference
symbols may be configured in the same way, but possibly also
differently, with regard to individual, multiple or all features,
for example, the dimensions thereof, unless the description
explicitly or implicitly reveals otherwise.
Although exemplary embodiments can be modified and altered in
different ways, exemplary embodiments are represented as examples
in the figures and are described in detail here. However, it should
be clarified that the intention is not to limit exemplary
embodiments to the respectively disclosed forms, but rather that
exemplary embodiments are instead intended to cover all functional
and/or structural modifications, equivalents and alternatives that
come within the scope of the disclosure. Identical reference
symbols denote identical or similar elements throughout the
description of the figures.
It should be noted that an element which is referred to as being
"connected" or "coupled" to another element may be directly
connected or coupled to the other element or there may be elements
in between. In contrast, if an element is referred to as being
"directly connected" or "directly coupled" to another element,
there are no elements in between. Other terms which are used to
describe the relationship between elements should be interpreted in
a similar manner (for example, "between" in comparison with
"directly in between", "adjacent" in comparison with "directly
adjacent" etc.).
The terminology that is used here serves only to describe exemplary
embodiments and is not intended to limit the exemplary embodiments.
As used here, the singular forms "a" and "the" are also intended to
include the plural forms unless the context clearly indicates
otherwise. Furthermore, it should be clarified that the expressions
such as "includes", "including", "has", "comprises", "comprising"
and/or "having", as used here, indicate the presence of cited
features, whole numbers, operations, workflows, elements and/or
components, but do not exclude the presence or addition of one or
more features, whole numbers, operations, workflows, elements,
components and/or groups thereof.
Unless defined otherwise, all terms used here (including technical
and scientific terms) have the same meaning as attributed to them
by a person of average skill in the art in the field to which the
exemplary embodiments belong. Furthermore, it should be clarified
that expressions, for example, those that are defined in generally
used dictionaries, should be interpreted as though they had the
meaning that is consistent with their meaning in the context of the
relevant art, and should not be interpreted in an idealized or
excessively formal sense, unless this is expressly defined
here.
To improve a flow of traffic, avoid traffic accidents and increase
the driving comfort, cooperative driving functions can be used in
exemplary embodiments. The V2X technology which enables direct or
indirect (by a base station) communication between transportation
vehicles is used in this case. As a result of status, environmental
and intention information relating to a transportation vehicle
being communicated, there is the potential to implement novel
safety and comfort functions.
At least some exemplary embodiments relate to a cooperative driving
function which makes it possible to merge onto a highway or into
free gaps when moving into a lane and/or enables a lane change with
cooperative driving. Exemplary embodiments may constitute an
improvement in a cooperative ACC system. During the lane change,
when merging onto the highway or when moving into free gaps,
exemplary embodiments may increase comfort by automatically
adapting the longitudinal control to a selected gap. A gap can be
detected early with the V2X technology and therefore the
communication of the above-mentioned information.
Cooperative driving denotes a behavior in road traffic in which the
road users enable, facilitate or assist with mutually planned
maneuvers by suitably adapting their own driving behavior.
Cooperation can take place between different types of
transportation vehicles (transportation vehicles, commercial
transportation vehicles, two-wheeled transportation vehicles etc.).
This description describes a cooperative driving function, which
enables cooperative lane changing, using the example of the
cooperative lane change on a highway. The concept is generally
valid for lane changes and can be applied to situations such as
lane changes before the end of a lane, before a lane closure,
before a lane restriction, on account of a planned route etc.
In the case of so-called "cooperative merging" or a "cooperative
lane change", two different transportation vehicle roles in the
road traffic can be defined: that of the road user asking for or
requesting cooperation during the lane change or requesting
cooperation (Request) and that of the road user complying with the
request or accepting the request (Accept). The processes of
requesting and accepting can be explicitly affected by
interchanging corresponding messages or can be implicitly affected
on the basis of an analysis of the situation. In the example of
driving onto a highway, the request transportation vehicle is that
transportation vehicle which is in the merging/acceleration lane.
The accept transportation vehicle is moving on the highway in the
lane into which merging is intended to be carried out.
In the role of the request transportation vehicle, the function can
be subdivided into three different phases:
1. Find a suitable gap (perception),
2. Approach the suitable gap or control the transportation vehicle
to the gap (longitudinal control),
3. Carry out a lane change into the gap (lateral control).
The three different phases are based on different technologies. The
first phase is the perception phase which can correspond to a
method operation at 110 from FIG. 1. By on-board sensor information
and received environmental and status information (for example,
positions and speeds of V2X transportation vehicles and their
distances to other transportation vehicles), for example, the
transportation vehicle generates its own model of the
transportation vehicle environment and thus identifies a suitable
gap between two transportation vehicles.
The second and third phases may be actuator-based, for example. In
the second phase, the transportation vehicle is positioned parallel
to the targeted gap, for example. The second phase may comprise or
correspond to method operation at 120 from FIG. 1, for example.
This maneuver can be performed either by the driver with the
assistance of a suitable HMI (Human-Machine Interface), for
example, or can be carried out in an automated manner, for example.
In practice, the automated adaptation of the transportation vehicle
speed may be desired for reasons of the stress on the driver. In
this case, the parameters of an ACC system could be automatically
adapted in a suitable manner, for example. In the third phase which
can correspond to method operation at 130 from FIG. 1, it is then
possible to merge into the selected gap using the lateral control.
This third phase can be carried out in an automated manner again or
manually depending on the degree of automation.
FIG. 1 illustrates a flowchart of an exemplary embodiment of a
method for determining a gap in traffic for the lane change of a
transportation vehicle 100, for example, as cooperative merging
assistance. The lane change can correspond, for example, to
merging, swerving or overtaking. FIG. 1a shows a block diagram of
an exemplary embodiment of a vehicle-to-vehicle communication
system 10 designed to carry out the method. FIG. 1b shows a
flowchart of an extended exemplary embodiment of the method.
In at least some exemplary embodiments, the transportation vehicle
100, at least one further transportation vehicle 200 and/or a
transportation vehicle 205 from FIG. 5, could correspond to a land
transportation vehicle, a road transportation vehicle, a
transportation vehicle, an off-road transportation vehicle, a
motorized transportation vehicle or a heavy goods transportation
vehicle, for example.
The method comprises identifying 110 the gap in traffic based on a
first detection process and based on a second detection process.
The first detection process is based on at least one
vehicle-to-vehicle status message from at least one further
transportation vehicle 200. The second detection process is based
on an on-board sensor system of the transportation vehicle 100.
In at least some exemplary embodiments, the at least one
vehicle-to-vehicle status message may correspond to a status
message which is periodically provided by the at least one further
transportation vehicle 200 to provide transportation vehicles in a
surrounding area with information relating to the transportation
vehicle, for example, a position, a speed, a trajectory and/or a
transportation vehicle type. The method may also comprise, for
example, receiving the at least one vehicle-to-vehicle status
message via a vehicle-to-vehicle interface, for example, a
vehicle-to-vehicle interface 16 of the apparatus 10.
In some exemplary embodiments, the at least one vehicle-to-vehicle
status message can comprise information relating to a position
and/or a trajectory of the at least one further transportation
vehicle 200, for example, relative to the transportation vehicle
100 or in absolute terms in a global or regional coordinate system.
The first detection process can be based on the information
relating to the position and/or the trajectory of the at least one
further transportation vehicle 200. For example, the identification
process 110 can also comprise calculating a map containing the
positions and/or trajectories of the at least one further
transportation vehicle 200.
The vehicle-to-vehicle interface, for example, the
vehicle-to-vehicle interface 16 and/or a vehicle-to-vehicle
interface 22 from FIG. 5a, can be designed, for example, to
communicate via a shared communication channel (also called
broadcast channel), and the vehicle-to-vehicle interface 16; 22 can
be designed to receive the at least one vehicle-to-vehicle status
message as a message to a plurality of receivers (also called
broadcast). In some exemplary embodiments, vehicle-to-vehicle
communication of the vehicle-to-vehicle interface can correspond
either to a direct wireless communication connection between two
transportation vehicles, for example, without the use of a base
station, for instance, according to IEEE 802.11p (a standard of the
Institute of Electrical and Electronics Engineers), or by a base
station. The vehicle-to-vehicle interface 16; 22 can be designed,
for example, to wirelessly communicate directly with further
transportation vehicles in a surrounding area.
In at least some exemplary embodiments, the on-board sensor system
can comprise at least one element from the group of camera sensor,
radar sensor, lidar sensor and transit time sensor.
In at least some exemplary embodiments, the process of identifying
110 the gap in traffic can determine a map of positions and
trajectories of the at least one further transportation vehicle
200, for example, by evaluating the status messages. This map of
positions can be supplemented, made more precise or verified by the
identification process 110 by the second detection process using an
on-board sensor system. On the basis of this two-stage detection
process, the identification process can determine a more detailed
map of positions of the at least one further transportation vehicle
200 and other transportation vehicles or obstacles. Once the map
has been created, the identification process 110 can also calculate
the gap in traffic or a plurality of gaps in traffic, for example,
based on the map and a length of the at least one further
transportation vehicle 200, which may be included in the status
messages, or based on sensor data from the transportation vehicle's
own on-board sensor system or from remote transportation
vehicles.
In at least some exemplary embodiments, the first detection process
can take place before the second detection process. Alternatively,
the first detection process and the second detection process can be
carried out concurrently. For example, the first detection process
and the second detection process can be carried out during the run
time of the method and can provide results of the detection
regularly or irregularly.
In some exemplary embodiments, different variations of the V2X
transportation vehicle equipment can be distinguished for the
identification process 110, for instance, by virtue of the
vehicle-to-vehicle communication system 10 and/or the
vehicle-to-vehicle interface 16.
In some exemplary embodiments, V2X transportation vehicles are
equipped with a basic V2X system. They transmit and receive status
messages (Cooperative Awareness Messages, CAM, cf. ETSI EN 302
637-2 v1.3.0, or Basic Safety Messages, BSM) and can process them.
FIG. 2, 2002, shows a V2X transportation vehicle having a basic V2X
system. Status messages include, inter alia, the position, speed,
direction of travel and acceleration of the transmitting
transportation vehicle. In the case of low to medium penetration of
V2X transportation vehicles on the road, a gap for the lane change
possibly cannot be determined on the basis of exclusively status
information. In the case of high penetration of V2X transportation
vehicles, a gap for the lane change cannot be exactly determined by
the identification process 110 in some exemplary embodiments on the
basis of exclusively status information, but rather only the
probability of its existence. The reason for the uncertainty is
that both gaps and unequipped transportation vehicles may be
situated between the V2X transportation vehicles. This cannot be
distinguished solely on the basis of status information. If 100% of
the transportation vehicles are equipped with the basic V2X system,
distances between two transportation vehicles can possibly be
derived from the status information if the transportation vehicle
lengths are known (including possible trailers or semitrailers). In
the identification process, the distances and therefore the sizes
of the gaps between two transportation vehicles can be calculated
by evaluating the transmitted transportation vehicle positions in
the request transportation vehicle 110. The complete equipment of
all transportation vehicles with a V2X system and the simultaneous
knowledge of the transportation vehicle lengths possibly cannot be
presupposed for practice.
The accuracy of the gap estimation in the identification process
110 may be greater, the higher the V2X penetration rate. To
generate a complete image of the traffic situation, the on-board
sensor system can therefore be additionally used. In the
combination of the on-board sensor system and V2X status messages,
the perception would take place in two operations in the lane
change assistant function in some exemplary embodiments.
As long as the on-board sensor system cannot capture the road area
of the planned/possible lane change maneuver (for example, on
account of concealment or excessive distance), the identification
process 110 by the transportation vehicle system or the
vehicle-to-vehicle communication system 10 can determine that area
in the oncoming traffic in which a gap will be able to be found
with a sufficiently high probability (rough detection) on the basis
of the V2X status messages. In a longitudinal control process 120,
the request transportation vehicle can base its longitudinal
control, for example, on this "probable gap" and can approach it.
If the "probable gap" area has entered the capture range of the
on-board sensor system, the available gaps can be more accurately
detected and assessed (fine detection).
In some exemplary embodiments, in addition to the status messages,
V2X transportation vehicles can also transmit messages containing
environmental information which they have obtained with the aid of
their on-board sensors (for example, detected objects). FIG. 2,
2004, shows a symbolic representation of the ability for V2X
communication of a V2X sensing transportation vehicle designed to
transmit/receive messages containing environmental information.
This is referred to as collective perception or "Environmental
Perception Message (EPM)". The collective perception allows
statements to be made relating to road areas which are occupied by
transportation vehicles and relating to free road areas. The
request transportation vehicle can obtain information relating to
the absolute size of a gap and relating to its position or speed
from the EPM.
In some exemplary embodiments, the identification process 110 can
also be based on a third detection process. The third detection
process can be based on vehicle-to-vehicle messages containing
environmental information from the at least one further
transportation vehicle 200. The environmental information can be
based on on-board sensors of the at least one further
transportation vehicle 200.
The on-board sensors of the at least one further transportation
vehicle 200 may comprise, for example, at least one element from
the group of camera sensor, radar sensor, lidar sensor and transit
time sensor. In at least some exemplary embodiments, the
environmental information may comprise sensor data from the at
least one further transportation vehicle 200, for example, sensor
data from a collective perception of the environment of the at
least one further transportation vehicle. For example, the
environmental information may be based on sensor recordings of an
environment of the at least one further transportation vehicle 200
by at least one on-board sensor of the at least one further
transportation vehicle 200. The sensor data may correspond, for
example, to raw data, for example, camera sensor data, radar sensor
data, lidar sensor data and/or transit time sensor data, or may
correspond to processed data, for instance, a distance and/or
position of foreign objects captured by the at least one further
transportation vehicle 200.
For example, the identification process 110 can use the
environmental information to construct a virtual field of view or
virtual sensor coverage from a combination of sensor data from the
on-board sensor system of the transportation vehicle 100 in the
second detection process and the sensor data from the at least one
further transportation vehicle in the third detection process. As a
result of the sensor data being combined, the multi-stage detection
process can also be carried out for positions which are concealed
from the point of view of the sensors of the transportation vehicle
100 for the identification process 110.
If only some of the transportation vehicles in the lane into which
merging is intended to be carried out transmit EPMs, some of the
available gaps can be uniquely identified. In some cases, there is
a restriction that sufficiently large gaps which have not been
detected are not taken into account in the identification process
110.
For a period after the market launch of V2X, V2X transportation
vehicles of different generations and transportation vehicles not
equipped with V2X technology will presumably be found in the road
traffic. Therefore, the combination of the methods described may be
desired. In the sense of the procedure described above, a rough
detection process on the basis of status messages can be combined
with a subsequent fine detection process based on the
transportation vehicle's own on-board sensor system and an
identification of gaps on the basis of EPMs.
The V2X transportation vehicle 100 with the lane change request can
assume a passive role by searching for a suitable gap on the basis
of an analysis of the received messages or by waiting for a
suitable gap. The transportation vehicles in the lane into which
merging is intended to be carried out can assume a passive or an
active role. In the passive role, they transmit environmental
messages (Environmental Perception Message, EPM), for example, and
as a result show possible gaps, or transmit status messages or do
not transmit any messages. In the active role, they can create a
suitable gap if it is not present (cooperative behavior). This is
based on relevance filtering (for example, by method operation at
220 from FIG. 5), for example.
FIGS. 3a-e show an exemplary embodiment. The transportation
vehicles 3002, 3004 and 3006 transmit status messages and messages
containing environmental information. Transportation vehicle 3004
would like to drive onto the highway and captures the
transportation vehicles 3002 and 3006 via the status messages, for
example. In FIG. 3b, the transportation vehicle 3004 identifies 110
available gaps in traffic 3100 from the environmental information
from the transportation vehicles 3002 and 3006. Areas 3200 which
are not captured by the environmental information and can be
produced, for example, by a transportation vehicle 3008 which does
not provide any messages containing environmental information can
be captured by the transportation vehicle 3004 with the on-board
sensor system.
In some exemplary embodiments, the method also comprises
longitudinally controlling 120 the transportation vehicle parallel
to the identified gap in traffic. In at least some exemplary
embodiments, the longitudinal control 120 corresponds to
controlling a speed of the transportation vehicle 100 in the
direction of travel or controlling a position of the transportation
vehicle 100 in the direction of travel. In some exemplary
embodiments, the longitudinal control 120 can be carried out in an
automated manner by an adaptive cruise control system (ACC). The
longitudinal control 120 may comprise, for example, providing a
speed/time profile for the adaptive cruise control system.
Alternatively or additionally, the longitudinal control 120 can
comprise displaying a longitudinal control aid for a driver of the
transportation vehicle 100. The longitudinal control aid can
correspond, for example, to a visual aid on a screen or a
projection surface (for example, a head-up display). For example,
the longitudinal control aid can indicate whether the driver of the
transportation vehicle is supposed to accelerate or brake to reach
the identified gap. Alternatively or additionally, the longitudinal
control aid can correspond to acoustic announcements or advisory
tones. The longitudinal control 120 can also comprise, for example,
providing a control signal for an output device, for instance, a
screen, a projector, or an audio output unit. In some exemplary
embodiments, the transportation vehicle 100 can correspond to an
automatically moving transportation vehicle. The longitudinal
control 120 can correspond, for example, to longitudinally
controlling the automatically moving transportation vehicle 100
based on the identified gap in traffic.
In the longitudinal control phase, the request transportation
vehicle 100 can move parallel to the identified gap to then
initiate the third phase. This may be carried out in an automated
manner by an ACC system, in which the cooperative lane change
function specifies the necessary speed/time profile to the ACC
system. A purely displaying function and corresponding longitudinal
control of an automatically moving transportation vehicle are also
conceivable.
FIG. 3c shows a continuation of the exemplary embodiment. The
transportation vehicle 3004 is on the on-ramp and controls its
speed in such a manner that it moves parallel to the gap in traffic
3100. The transportation vehicles on the route, for instance, the
transportation vehicle 3006, can confirm the gap in traffic by
messages containing environmental information.
In some exemplary embodiments, the transportation vehicle 100 can
correspond to an automatically moving transportation vehicle, for
instance, a transportation vehicle which is designed to
autonomously reach a destination without regular driver
intervention. The longitudinal control 120 can correspond to
longitudinally controlling the automatically moving transportation
vehicle 100, for example.
In some exemplary embodiments, the method also comprises lateral
control 130 of the transportation vehicle by a lane change parallel
to the identified gap in traffic. The lateral control 130 can be
carried out, for example, when the longitudinal control 120 has
positioned the transportation vehicle 100 parallel to the
identified gap in traffic. In at least some exemplary embodiments,
the lateral control 130 can correspond to controlling a position of
the transportation vehicle 100 transversely with respect to the
direction of travel. The lateral control 130 can correspond, for
example, to lateral control carried out by the transportation
vehicle or lateral control by the driver of the transportation
vehicle 100 which is assisted by the transportation vehicle. The
lateral control 130 can comprise, for example, a driver-initiated
automated lane change. For example, the driver can provide an
impetus for the lane change, and an assistance system can carry out
the lane change during lateral control 130. Alternatively or
additionally, the lateral control 130 can comprise displaying a
lateral control aid for a driver of the transportation vehicle 100.
For example, the lateral control aid may correspond to a visual or
acoustic notification from an output device of the transportation
vehicle. For example, the lateral control 130 may comprise
providing a control signal for the output device.
In some exemplary embodiments, the transportation vehicle 100 can
correspond to an automatically moving transportation vehicle. The
lateral control 130 can correspond to laterally controlling the
automatically moving transportation vehicle 100.
In the third phase/method operation (for instance, the lateral
control 130), the request transportation vehicle can carry out its
lane change. This can be carried out manually, possibly with the
assistance of appropriate advice for the driver. A driver-initiated
automated lane change is also conceivable or appropriate lateral
control of an automatically moving transportation vehicle. The
transportation vehicles in the lane into which merging is intended
to be carried out can also have an (assisting) passive role in some
exemplary embodiments by regularly "confirming" the gaps to the
approaching transportation vehicles using messages containing
environmental information.
FIG. 3d shows a further continuation of the exemplary embodiment.
Transportation vehicle 3004 can verify the gap between the
transportation vehicles 3008 and 3006, for example, by on-board
sensors in the identification process 110 and can carry out lateral
control 130, for example, in a manual, semi-automated or automated
manner.
In at least some exemplary embodiments, the identification process
110, the longitudinal control 120 and/or the lateral control 130
may be based on information relating to traffic rules and/or
traffic laws (restrictions). The identification process 110, the
longitudinal control 120 and/or the lateral control 130 can be
carried out in such a manner that the traffic rules and/or traffic
laws are not violated.
In some exemplary embodiments (see FIG. 1b), the method can also
comprise determining 150 a driving intention of a driver of the
transportation vehicle with respect to the lane change. For
example, the determining process 150 can determine a position of
the transportation vehicle 100. On the basis of the position of the
transportation vehicle and a digital map, the determining process
150 can also comprise ascertaining a road section. One or more
possible driving intentions can be assigned to the road section,
for example. One or more trigger conditions based on one or more
trigger variables can be assigned to the one or more possible
driving intentions. The determining process 150 can also comprise
receiving information relating to internal trigger variables for
determining a current driving intention based on on-board sensors
or actuators of the transportation vehicle. In addition, the
determining process 150 can also comprise receiving information
relating to external trigger variables for determining the driving
intention via the vehicle-to-vehicle interface. The process of
determining 150 the driving intention can also comprise determining
the driving intention based on the road section, the information
relating to the internal and/or external trigger variables and the
one or more trigger conditions. For example, the trigger conditions
can comprise upper or lower limits for trigger variables and/or can
be based on probability functions which can be based on one or more
trigger variables.
In some exemplary embodiments, the method can also comprise
ascertaining 155 that the identification process 110 does not
identify a gap in traffic. For example, the ascertaining process
155 can detect that the identification process 110 does not
identify a gap in traffic before the end of an acceleration lane,
on-ramp or off-ramp.
The method can also comprise transmitting 160 a driving intention
message based on the determining process 150 and/or the detection
process 155. The transmission process 160 can be carried out, for
example, if the determining process 150 determines a driving
intention and/or if the detection process 155 detects that the
identification process 110 does not identify a gap in traffic. The
transmission process 160 can also comprise calculating the driving
intention message based on a protocol format. The transmission
process 160 can correspond to a transmission process via the
vehicle-to-vehicle interface. The driving intention message can
comprise, for example, information relating to a predicted
trajectory of the driving intention, for example, as a
time/position statement or as a statement of a destination area of
the driving intention. The driving intention message can comprise,
for example, an item of information relating to a future lane
change request of the transportation vehicle 100.
These messages can be transmitted in addition to status messages or
in addition to status and environmental messages. FIG. 2, 2006,
shows a symbolic representation of the ability for V2X
communication of a V2X cooperative transportation vehicle designed
to transmit/receive messages driving intention messages comprising
a predicted trajectory. A transmission process can be carried out,
for instance, if the method has determined (detected) 150 the
intention of the request transportation vehicle 100 or if it does
not identify 110 a suitable gap in the relevant area. According to
a method operation at 220 from FIG. 5, a transportation vehicle 205
can also carry out a relevance assessment and can create a
sufficiently large gap if necessary. This gap can be detected
according to the embodiment described above.
FIG. 3e shows a continuation of the exemplary embodiment. When
driving onto the highway, the transportation vehicle 3004 can
provide a driving intention message which can be classified as
relevant by the transportation vehicle 3006, for example, in a
method operation at 220 from FIG. 5.
FIG. 4 shows a flowchart of an exemplary implementation of the
method. The method can begin, for example, with the identification
4002 of whether there is an appropriate gap, for instance, by the
identification process 110. If there is a gap, it is possible to
check 4004 whether this gap can be approached. If it can be
approached, it can be approached 4006, for instance, by
longitudinal control 120. It is then possible to check 4008 whether
a lane change is possible. If this is possible, it can be carried
out 4010, for instance, by the lateral control 130, and the method
can be ended 4012. If one of operations at 4002, 4004 or 4008 is
negative, it is possible to check 4014 whether the transportation
vehicle is at the end of the acceleration lane. If so, it is
possible to brake or transfer to the driver 4016 and end the method
4012. If not, a driving intention message, for example, can be
provided 4018, for instance, by a providing process 160.
Alternatively, the driving intention message can also be provided
4018 without the identification process 4002.
In at least some exemplary embodiments, the vehicle-to-vehicle
communication system 10 can also comprise a control module 14
designed to carry out method operations at 110-150. The
vehicle-to-vehicle communication system 10 can also comprise an
interface 12 which is designed to receive the on-board sensor
system of the transportation vehicle. The control module 14 is
coupled to the interface 12 and to the vehicle-to-vehicle interface
16.
In exemplary embodiments, the control module 14, and/or a control
module 24 from FIG. 5a, can correspond to any desired controller or
processor or a programmable hardware component. For example, the
control module 14; 24 can also be implemented as software which is
programmed for a corresponding hardware component. In this respect,
the control module 14; 24 can be implemented as programmable
hardware with accordingly adapted software. In this case, any
desired processors, such as digital signal processors (DSPs), can
be used. In this case, exemplary embodiments are not restricted to
a particular type of processor. Any desired processors or else a
plurality of processors are conceivable for implementing the
control module 14; 24.
The interface 12 can correspond, for example, to one or more inputs
and/or one or more outputs for receiving and/or transmitting
information, for instance, in digital bit values, based on a code,
within a module, between modules or between modules of different
entities.
FIG. 5 illustrates a flowchart of an exemplary embodiment of a
method for a transportation vehicle 205. FIG. 5a illustrates a
block diagram of an exemplary embodiment of a vehicle-to-vehicle
communication system 20 designed to carry out the method. The
transportation vehicle 205 may be included, for example, in the at
least one further transportation vehicle 200 from FIG. 1a.
The method comprises receiving 210 a driving intention message with
a lane change request from a requesting transportation vehicle 100.
The receiving process 210 can be carried out, for example, by
vehicle-to-vehicle communication, for example, via a
vehicle-to-vehicle interface. In some exemplary embodiments, the
vehicle-to-vehicle communication system can comprise a
vehicle-to-vehicle interface 22 designed for vehicle-to-vehicle
communication. The vehicle-to-vehicle communication system can also
comprise a control module 24 designed to receive 210 via the
vehicle-to-vehicle interface 22. The vehicle-to-vehicle interface
22 can be coupled to the control module 24.
The method also comprises ascertaining 220 an item of information
relating to cooperation in a cooperative driving maneuver with the
requesting transportation vehicle 100. The information relating to
the cooperation indicates whether the transportation vehicle 205 is
possible as a cooperation partner and whether a cooperative
behavior is possible taking into account the traffic situation
based on the driving intention message. In some exemplary
embodiments, it is also possible to check/display whether the
cooperative behavior is possible based on further restrictions.
As a relevance assessment, the ascertaining process 220 can check,
for example, in a plurality of operations, whether the receiving
transportation vehicle is possible in principle as a cooperation
partner and whether a cooperative behavior is possible taking into
account the traffic situation and further restrictions. These
restrictions result, for example, from the limits of the driver's
willingness to cooperate and from other aims, such as efficient
driving. For example, the ascertaining process 220 may be based on
information relating to a driving behavior of a driver of the
transportation vehicle 205. The method can also comprise
determining the information relating to the driving behavior, for
example, to determine driving dynamics or a probability of the
driver overtaking.
For example, the driver could specify the maximum permissible
deceleration when increasing gaps by the information relating to
the driving behavior. The process of determining the driving
dynamics could derive this from its driving experience according to
the possibility of configuring the distance to the leading
transportation vehicle within particular limits in the case of an
ACC system. It would also be possible to determine whether or not
lane changes can be taken into account for a cooperative
maneuver.
The method or the control module 24 could also be designed to
estimate the energy balance of the cooperative maneuver. This could
be influenced by the road topology and, under certain
circumstances, could be different for transportation vehicles with
an internal combustion engine than for transportation vehicles with
an electric drive (for example, in the case of a downhill journey).
Accordingly, an upper limit for a negative energy balance (energy
is consumed) could also be defined here.
The traffic situation could also be concomitantly included in the
calculation, for example, whether a lane change is possible from
the point of view of the traffic situation.
In an exemplary embodiment, the ascertaining process 220 has two
operations. Operation at 1 of the ascertaining process 220 is, for
example:
V2X messages are broadcast in some exemplary embodiments.
Therefore, the ascertaining process 220 for the receiving
transportation vehicle 205 can first of all check whether the
transportation vehicle is actually in a road section which is
relevant to the cooperative maneuver. For this purpose, it checks,
for example, where the transportation vehicle is situated relative
to the area of the potential cooperation. The transportation
vehicle is not possible as a cooperation partner, for example, if
it has already passed this area or if it is in a lane which is not
affected (for example, if merging is intended to be carried out in
the right-hand lane, but the transportation vehicle is in the
left-hand lane or if the transportation vehicle is moving in the
oncoming lane). The next operation can follow in the event of a
positive check, otherwise the relevance assessment is aborted.
Operation at 2 of the ascertaining process 220 is, for example:
The ascertaining process 220 can estimate whether a speed of the
transportation vehicle 205 as the accept transportation vehicle and
the speed of the request transportation vehicle match, with the
result that cooperation is possible. In this case, it can proceed
from its current speed (also its planned speed depending on the
degree of automation) and a predicted speed of the request
transportation vehicle. This prediction may, on the one hand, on
the messages received by the request transportation vehicle and, on
the other hand, on an analysis of the road and traffic situation in
which the request transportation vehicle is situated (maximum
permissible speed, course of the road from a digital map or
determined from the transportation vehicle's own on-board sensor
system, speed of the transportation vehicles in front of the
request transportation vehicle or evaluation of their V2X
messages). If the speeds match, the next operations can follow and
otherwise the relevance assessment can be aborted.
An abort could be carried out, for example, if the transportation
vehicle is too slow or is too far away and the request
transportation vehicle has probably already carried out its lane
change maneuver when the transportation vehicle reaches the
relevant area. Accordingly, an abort could also be carried out if
the transportation vehicle is too fast or is already too close.
The method also comprises determining 230 information relating to a
driving maneuver for maneuver planning. The information relating to
the driving maneuver can comprise, for example, a trajectory of a
driving maneuver, for example, as a time/position chain. The
maneuver planning likewise takes place in a plurality of operations
in at least some exemplary embodiments. The determining process 230
comprises ascertaining 232 information relating to at least one
distance to a leading transportation vehicle and/or a trailing
transportation vehicle to make it possible to calculate whether the
lane change request can be complied with in a possible cooperation
area. The determining process can ascertain 232, for example, the
extent to which the distance to its leading transportation vehicle
and possibly also to its trailing transportation vehicle has to be
adapted at the current speed for a lane change maneuver. If the
length of the request transportation vehicle (and possible trailer,
semitrailer or the like) has been transmitted, for instance, in the
driving intention message or by status messages from the request
transportation vehicle, this can be taken into account.
The determining process 230 also comprises ascertaining 234
performance of the driving maneuver based on the information
relating to the driving maneuver, the information relating to the
at least one distance, a speed of the transportation vehicle 205
and a distance to the possible cooperation area. On the basis of
the result of the preceding operations, the ascertaining process
234 can ascertain what performance of the driving maneuver (for
example, deceleration/time profile) would be necessary for the
cooperation taking into account its speed and distance to the
possible cooperation area.
The determining process 230 also comprises calculating 236 whether
the driving maneuver is possible taking into account the traffic
situation (and the further restrictions, for example). The process
of calculating 236 whether this driving maneuver is possible taking
into account the restrictions (cf. above). In the event of a
negative checking result, the maneuver planning can be aborted.
The method also comprises providing 240 driving assistance to
perform the driving maneuver. The process of providing 240 the
driving assistance can correspond, for example, to automated
performance of the driving maneuver, for example, via a driving
assistance system or by adapting an automatically moving
transportation vehicle. Alternatively or additionally, the process
of providing 240 the driving assistance can correspond to providing
advice for carrying out the driving maneuver for a driver of the
transportation vehicle 205 via a human-machine interface. The
human-machine interface can correspond, for example, to a screen, a
projector or an audio output module. The vehicle-to-vehicle
communication system 20 can comprise the human-machine interface,
for example. The advice can correspond, for example, to spoken
instructions, audio signals and/or a visual representation of the
advice.
In some exemplary embodiments, the providing process 240 can also
comprise longitudinal control and/or lateral control based on the
driving intention messages and status messages from the at least
one further transportation vehicle, environmental information from
the at least one further transportation vehicle and/or sensor data
from the transportation vehicle 205.
Depending on the degree of automation, the transportation vehicle
205 can carry out the planned maneuver in an automated manner and
the providing process 240 can likewise inform the driver via a
suitable HMI or, in the case of manual operation of the
transportation vehicle, can request the driver to carry out the
cooperative maneuver. For this purpose, it can provide 240 suitable
advice via a corresponding HMI.
In the case of a positive relevance assessment and successful
maneuver planning, the transportation vehicle 205 can become an
accept transportation vehicle. If necessary, it may create a
sufficiently large gap. For this purpose, it has three
possibilities in principle: braking, acceleration and lane change.
The gap produced in this manner is detected by the request
transportation vehicle and is then controlled. In this case,
further accept and acknowledge messages can possibly be
interchanged. The providing process 240 can also comprise providing
a control signal for controlling the braking, acceleration or lane
change functionality, for example, via an interface, for instance,
a control network bus (also called Controller Area Network bus, CAN
bus) of the transportation vehicle 205. The vehicle-to-vehicle
communication system can comprise the interface.
During the cooperative maneuver of the accept transportation
vehicle, different variations can be distinguished depending on the
V2X transportation vehicle equipment.
In some exemplary embodiments, the vehicle-to-vehicle interface 22
corresponds to a basic V2X system. In this disclosed embodiment,
the accept transportation vehicle can carry out a passive role, for
example, in which it only transmits status messages and does not
carry out any cooperative maneuvers. However, an active role is
also possible in special situations, in which the accept
transportation vehicle creates gaps (cooperative behavior). Such a
situation may exist, for example, on on-ramps or before lane
closures. The basis of this is, for example, an analysis and
interpretation of the traffic situation, the derivation of the
requirement of other road users and the assessment of the
transportation vehicle's own options for action (relevance
assessment, ascertainment 220). Since the accept transportation
vehicle cannot capture all transportation vehicles on the on-ramp
on the basis of status messages in some exemplary embodiments, it
will be able to react to the transportation vehicles known to it.
The transportation vehicles detected by status messages also
include, in principle, those which are detected by a corresponding
on-board sensor system (for example, camera, radar, laser) when the
transportation vehicles are in the detection range of the sensor
system. A cooperative behavior with respect to at least some of the
transportation vehicles is therefore possible. In addition, it is
possible to interchange messages containing confirmations of the
planned maneuvers (create a gap, lane change/merging).
Alternatively, the transportation vehicle 205 can also receive
messages containing environmental information (EPM), in addition to
the status messages, via the vehicle-to-vehicle interface. The
accept transportation vehicle can also carry out a passive role in
this disclosed embodiment in which it transmits status messages and
EPMs and does not carry out any cooperative maneuvers.
However, an active role is also accordingly possible in special
situations (for example, on on-ramps or before lane closures), in
which the accept transportation vehicle creates gaps (cooperative
behavior), for instance, by the providing process 240. The basis
for this is again, for example, an analysis and interpretation of
the traffic situation, the derivation of the requirement of other
road users and the assessment of the transportation vehicle's own
options for action (relevance filtering, 220-230). If only some of
the transportation vehicles are equipped with V2X systems, the
statement from above that not all transportation vehicles can be
detected in some cases and a cooperative behavior is possible with
respect to at least some of the transportation vehicles analogously
applies.
It is conceivable for a plurality of transportation vehicles moving
behind one another to conclude a relevance check with a positive
result. It is also conceivable for coordination messages (for
example, accept and acknowledge messages, a session ID) to be
interchanged for a cooperative maneuver. The transportation
vehicles involved could also be equipped with different generations
of V2X technology. Different options are therefore conceivable in
exemplary embodiments.
In some exemplary embodiments, coordination messages are not
interchanged. As a result, a plurality of transportation vehicles
can produce a gap, for example, which is suitable for the lane
change operation. The request transportation vehicle could choose a
gap.
Alternatively, coordination messages could be interchanged: the
transportation vehicles can check, during the relevance assessment
(ascertainment 220) and in parallel with the above-mentioned
operations (230, 240), whether other transportation vehicles have
already transmitted an accept message for the request
transportation vehicle (assignment, for example, by a session ID
transmitted by the request transportation vehicle). In the event of
a positive check, the maneuver planning can be aborted. In the
event of a negative checking result, the transportation vehicle
itself can provide an accept message.
In at least some exemplary embodiments, the method can also
comprise interchanging vehicle-to-vehicle coordination messages for
coordinating the cooperative driving maneuver with at least one
further transportation vehicle 200. The providing process 240 can
also comprise providing a message relating to an acceptance of the
lane change request for the requesting transportation vehicle 100
and the at least one further transportation vehicle 200 (accept
message). If a message relating to an acceptance of the lane change
request is received by a transportation vehicle of the at least one
further transportation vehicle 200, the ascertaining process 220,
determining process 230 and/or providing process 240 can be
aborted, for example.
Another exemplary embodiment is a computer program for carrying out
at least one of the methods described above when the computer
program runs on a computer, a processor or a programmable hardware
component. Another exemplary embodiment is also a digital storage
medium which is machine-readable or computer-readable and has
electronically readable control signals which can interact with a
programmable hardware component in such a manner that one of the
methods described above is carried out.
The features disclosed in the description above, the claims below
and the accompanying figures may be of importance, and can be
implemented, both individually and in any desired combination, for
the realization of an exemplary embodiment in its various
configurations.
Although some properties have been described in connection with an
apparatus, it goes without saying that these properties also
represent a description of the corresponding method, so that a
block or a component of an apparatus should also be understood as a
corresponding method operation or as a feature of a method
operation. Analogously to this, properties described in connection
with or as a method operation also represent a description of a
corresponding block or detail or feature of a corresponding
apparatus.
Depending on implementation requirements, exemplary embodiments may
be implemented in hardware or in software. The implementation can
be performed using a digital storage medium, for example, a floppy
disk, a DVD, a Blu-Ray disc, a CD, a ROM, a PROM, an EPROM, an
EEPROM or a FLASH memory, a hard disk or another magnetic or
optical memory that stores electronically readable control signals
that can interact or do interact with a programmable hardware
component such that the respective method is carried out.
A programmable hardware component may be formed by a processor, a
computer processor (CPU=Central Processing Unit), a graphics
processor (GPU=Graphics Processing Unit), a computer, a computer
system, an application-specific integrated circuit (ASIC), an
integrated circuit (IC), a system on chip (SOC), a programmable
logic element or a field programmable gate array (FPGA) having a
microprocessor.
The digital storage medium may therefore be machine-readable or
computer-readable. Some exemplary embodiments thus comprise a data
storage medium that has electronically readable control signals
that are capable of interacting with a programmable computer system
or a programmable hardware component such that one of the methods
described herein is carried out. At least one exemplary embodiment
is therefore a data storage medium (or a digital storage medium or
a computer-readable medium) on which the program for carrying out
one of the methods described herein is recorded.
Generally, exemplary embodiments may be implemented as a program,
firmware, computer program or computer program product having a
program code or as data, wherein the program code or the data is or
are operative to the effect of carrying out one of the methods when
the program runs on a processor or a programmable hardware
component. The program code or the data may, by way of example,
also be stored on a machine-readable storage medium or data storage
medium. The program code or the data can be present inter alia as
source code, machine code or byte code and as other intermediate
code.
Another exemplary embodiment is also a data stream, a signal train
or a sequence of signals that represents or represent the program
for carrying out one of the methods described herein. The data
stream, the signal train or the sequence of signals may be
configured, by way of example, to the effect of being transferred
via a data communication link, for example, via the Internet or
another network. Exemplary embodiments are thus also
data-representing signal trains that are suitable for sending via a
network or a data communication link, wherein the data represent
the program.
A program according to at least one exemplary embodiment can
implement one of the methods while it is carried out, for example,
by reading memory locations or writing a datum or multiple data
thereto, as a result of which, if need be, switching operations or
other operations are brought about in transistor structures, in
amplifier structures or in other electrical components, optical
components, magnetic components or components operating on another
functional principle. Accordingly, reading a memory location allows
data, values, sensor values or other information to be captured,
determined or measured by a program. Therefore, by reading one or
more memory locations, a program can capture, determine or measure
variables, values, measured variables and other information, and by
writing to one or more memory locations, it can bring about, prompt
or perform an action and actuate other devices, machines and
components.
The exemplary embodiments described above are merely an
illustration of the principles of the present disclosure. It goes
without saying that modifications and variations of the
arrangements and details described herein will become apparent to
other persons skilled in the art. Therefore, the intention is for
the disclosed embodiments to be restricted only by the scope of
protection of the patent claims below, and not by the specific
details that have been presented herein on the basis of the
description and the explanation of the exemplary embodiments.
LIST OF REFERENCE SYMBOLS
10 Vehicle-to-vehicle communication system 12 Interface 14 Control
module 16 Vehicle-to-vehicle interface 20 Vehicle-to-vehicle
communication system 22 Vehicle-to-vehicle interface 24 Control
module 100 Transportation vehicle 110 Identify a gap in traffic 120
Longitudinally control the transportation vehicle 130 Laterally
control the transportation vehicle 150 Determine a driving
intention 155 Ascertain that a gap in traffic has not been
identified 160 Provide a driving intention message 200 At least one
further transportation vehicle 205 Transportation vehicle 210
Receive a driving intention message 220 Ascertain an item of
information relating to cooperation 230 Determine information
relating to a driving maneuver 232 Ascertain information relating
to a distance 234 Ascertain performance of the driving maneuver 236
Calculate whether the driving maneuver is possible 240 Provide
driving assistance 2002 Transportation vehicle with basic V2X
ability 2004 Transportation vehicle with V2X sensing ability 2006
Transportation vehicle with V2X sensing ability and designed to
provide driving intention messages 3002 Transportation vehicle 3004
Transportation vehicle driving onto a highway 3006 Transportation
vehicle 3008 Transportation vehicle without the ability to provide
environmental information 3100 Detected gap in traffic 3200 Area
which cannot be captured using environmental information 4002
Identify a gap in traffic 4004 Check whether the gap can be
approached 4006 Approach the gap 4008 Check whether a lane change
is possible 4010 Lane change 4012 End of the method 4014 Check
whether the transportation vehicle is at the end of the
acceleration lane 4016 Brake/transfer to the driver 4018 Provide a
driving intention message
* * * * *